Quaife users,
I've often wondered if the selection of gear lube made any difference in
the rate of spin for the unloaded wheel. Does a slipperier oil allow the
wheel to spin faster? Might an additive such as the friction additive
like the one available from Ford slow it down? As I understand the
friction additive, it is used to improve shifting in manual transmissions
as its primary application.
Just a thought,
Bill 70 GT-6+
On Thu, 7 Feb 2002 11:21:31 -0800 Bill Babcock <BillB@bnj.com> writes:
> Naturally, as soon as I finished writing this explanation I found
> this
> site on Google:
> http://www.rmahc.com/differentials.html
>
> -----Original Message-----
> From: Bill Babcock
> Sent: Thursday, February 07, 2002 11:16 AM
> To: 'Barr, Scott'
> Cc: 'fot@autox.team.net'
> Subject: RE: Rear Wheel lift
>
>
> It's fairly simple. Quaife diffs use the rather strange
> characteristic of
> a worm gear that while it's easy for a drive gear to turn the worm,
> it's
> very hard for the worm to turn the drive gear. So when a wheel
> loses
> traction with a quaife the amount of torque sent uselessly to the
> freely
> spinning gear is limited by the friction of the drive forces working
> essentially backwards through the worm gear (the gear continues to
> rotate
> in the forward direction, but some of the force is applied to the
> drive
> gear by the differential motion of the two output shafts which are
> coupled
> to the worm gear sets). Not all the force is applied to the wheel
> that
> still has traction, but some of it is wasted in spin.
>
> A clutch-type diff works kind of like a Detroit locker, only more
> gently.
> The differential speed of the gearsets, or more accurately, the
> differential torque applied to the two output shafts, actuates the
> clutch,
> usually by a pin sliding up a ramp against spring pressure, to lock
> the
> diff. The action is more positive since it directly locks the
> differential, making it in effect a solid axle, rather than biasing
> the
> torque so that some of it is still applied to the driving wheel. You
> can
> see the difference easily in driving the car. With a Quaife, turning
> into
> a turn tightly enough to unweight the inside wheel causes the motor
> to rev
> a little as the wheel spins, but the car still drives into the
> corner.
> With a clutch diff the increase in revs is imperceptible, and the
> drive
> into the corner is stronger since no torque is wasted on spinning
> the
> wheel.
>
> A locker does the same thing, but it uses a ratchet to completely
> lock the
> diff, suddenly (BANG!). The differential torque turns against the
> ratchet
> and the diff locks.
>
> You can tell exactly how a locker works by looking at it. Likewise a
> clutch-type diff. When you look at a quaife you think "what the hell
> does
> this do?", but they are very nice for their intended use.
>
> -----Original Message-----
> From: Barr, Scott [mailto:sbarr@mccarty-law.com]
> Sent: Thursday, February 07, 2002 10:24 AM
> To: Bill Babcock
> Subject: RE: Rear Wheel lift
>
>
> <<Quaife's are torque-biasing diffs, ATX's are true limited
> slips>>
>
> I still haven't taken apart enough diffs to know the difference,
> even
> theoretically. Would you mind explaining the difference?
>
> Scott Barr
> sbarr@mccarty-law.com <mailto:sbarr@mccarty-law.com>
> (920) 766-4693
> (920) 766-4756 (fax)
>
>
> -----Original Message-----
> From: Bill Babcock [mailto:BillB@bnj.com]
> Sent: Wednesday, February 06, 2002 7:13 PM
> To: 'Joe Curry'
> Cc: 'fot@autox.team.net'
> Subject: RE: Rear Wheel lift
>
>
> Replace your Quaife with an ATX and you won't care so much if you
> lift a
> wheel. Quaife's are torque-biasing diffs, ATX's are true limited
> slips.
>
> I think the main reason LBCs lift wheels is that the roll center of
> the
> front is different than the roll center of the back. Real suspension
> gurus
> might be shaking their heads at such twaddle, but I think it's true.
> Usually that means bringing the front roll center up, though with
> your
> rotoflex rear suspension you might be able to bring the rear lower.
> I
> don't know much about them. Theoretically a heavier rear sway bar
> will
> force the outside wheel down, but in practice, that much force will
> increase the rear end steer, make the car too tight and will
> probably
> screw up the turn in. Not what you have in mind for autoX.
>
> You could also get a passenger to hang their ass out like a
> sidehack.
>
> -----Original Message-----
> From: Joe Curry [mailto:spitlist@gte.net]
> Sent: Wednesday, February 06, 2002 2:25 PM
> To: Friends of Triumph
> Subject: Rear Wheel lift
>
>
> Hey Guys and Gals,
>
> I have been having a ball figuring out the limits of Tiny Tim (the
> Autocross Spit) now that I have the S2000 engine performing as it is
> supposed to.
>
> My most immediate problem is that on a hard corner, I am lifting one
> of
> the rear wheels.
>
> Bear in mind that I have a Rotoflex rear suspension and a Quaife
> LSD.
> What recommendations do you have about how to keep all four tires
> firmly
> planted on the pavement?
>
> I eagerly anticipate all the learned replies!
>
> Regards,
> Joe (C)
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